Automated vehicle conveyance apparatus transportation system

ABSTRACT

The Personal Mass Transit (PMT) system utilizes a removable vehicle conveyance apparatus and method for conveying transit vehicle car-pods and their contents from one transit station to another autonomously. Vehicle conveyance apparatus are stored off-line in storage silos and other areas awaiting on-demand transit system instruction to pickup vehicles at loading points and convey them to different stations as requested by occupants or pre-programmed instructions. The PMT system further utilizes a number of transmitter-receivers nodes and control computers to manage all aspects of operation of the transportation system. Any number of different types of PMT vehicles could ride the transit system when equipped with the correct coupling points and remain under the maximum combined curb weight of any particular area or type of transit track in order to be transported on the PMT system.

RELATED APPLICATIONS

Applicant claims the benefit of priority of prior, co-pendingprovisional application Ser. No. 61/556,741, filed Nov. 7, 2011, theentirety of which is incorporated by reference.

FIELD OF INVENTION

The invention disclosed herein relates in general to the field oftransportation, and more particularly, to the autonomous conveyance ofvehicles carrying people and commerce along tracks using detachable,self-conveyed apparatus.

BACKGROUND OF THE INVENTION

Public mass transit is a good way to move a lot of people at one time.Established modes of public transportation are reliable and convenientfor many daily transit riders. Except during the busiest of commutehours, seats are available and the mass transit systems run on time. Ifa rider wants to go somewhere, they simply walk to a bus stop or trainstation at a specific time, pay a transit fee, get on-board, and thetransit ensues. Schedules are set at specific intervals and carriagesare usually big enough to accommodate sitting and standing riders in thesame place. While this is the established mode of public transportation,a better public mass transit system would allow riders to choose theirown departure time and provide a way to get to and from the transitstation.

Recently, new types of on-demand car rentals systems have come of age.For a modest price, you can pick-up a car from a local parking lot anduse it for as long as you want and then return it to a parking lot. Thismakes getting to and from places easier and circumvents the burden ofowning a car. An on-demand car, however, does not prevent the driverfrom sitting in grid-lock during rush hour or give drivers any addedincentive to ride public mass transit. Public mass transit also suffersfrom a proximity issue; people simply do not like to sit next to peoplethey do not know. In America, as well as most other countries, people donot like to share their personal space and will gladly add hours to adaily commute in order to prevent it. While personal space would beconsidered an important reason daily commuters do not use public masstransportation, waiting for the scheduled arrivals and departures oftrains, buses and streetcars can discourage mass transportation for mostwould-be riders. In addition, the roads are clogged with people in cars,the freeways are overcrowded with commuters spending countless hourssitting in stop and go traffic and public mass transportation systemsare still based on large carriages carrying large amounts of peoplecrowded together in the same place. Even the few on-demand systems beingdeveloped suffer from the fact that the transportation pods crowd therail system while not in use, thus, forcing the rail system to securelarge amounts of pod storage space. As self-driving, self-aware,vehicles take to the streets in the near future, not even they canovercome the overcrowded expressways. Many auto companies have startedto adopt the new self-aware automobile safety features; cars that stopon their own, cars that warn the driver of impending danger or even wakea sleepy driver are all on the market as features. While this will makethe commute safer, it will not solve the problems of crowded public masstransit or congested freeways.

SUMMARY OF THE DESCRIPTION

The automated vehicle conveyance apparatus transportation system is anon-demand transportation system to convey people and commerce along anetwork of transit closed tracks comprised of removable self-propelledvehicle conveyance apparatus, removable self-propelled vehicle car-pods,loading and unloading stations, transit tracks, off-line apparatusstorage silos, area network computer control and monitoring systems.

The automated vehicle conveyance apparatus system is also known asPersonal Mass Transit (PMT). Personal Mass Transit is an automated,on-demand, mass transit system utilizing a plurality of removablevehicle conveyance apparatus, a plurality of removable vehicle car-podswith system interfaces, a plurality of local and wide-area networktracks, a plurality of track switching systems, a plurality of computercontrol systems, a plurality of vehicle tracking systems, a plurality ofback-up systems, a plurality of off-line conveyance apparatus storagesilos, a reservation system and an all-weather track shroud withbuilt-in solar collectors. The PMT system safely and efficiently movespeople and their belongings from a departure station to a destinationstation in vehicle car-pods, which are temporarily coupled to a vehicleconveyance apparatus. Drivers become riders as each individual car-podis conveyed autonomously while coupled to a vehicle conveyance apparatusalong the transit track. In one embodiment of the automated vehicleconveyance transit system, riders drive a car-pod to a transit stationwhere they are coupled to a vehicle conveyance apparatus that issuspended from an elevated transit track, where the vehicle conveyanceapparatus is autonomously loaded onto the transit track network andconveyed to the destination station chosen by the rider.

In this embodiment, the car-pods are not stored on the transit tracksystem, which lessens the environmental impact or need to secure largeamounts of storage space in crowded urban areas or build-out largestorage tracks. Even in suburban areas, where large amounts of transitvehicle storage space might be easier to secure, the large amounts ofstorage space for the car-pods is not needed. Each car-pod is onlytemporarily coupled to the vehicle conveyance apparatus allowing thecar-pod to drive to a transit station for loading and drive away fromthe destination station once it is unloaded.

In one embodiment, the transit traffic using the PMT system ison-demand, because there are is not a schedule or timeline to adhere to.Commuters arrive at a transit load-point in a car-pod and are loadedonto the transit track network for automated, hands-free,transportation. This can save energy and environmental pollution by notoperating unneeded buses or trains that run on pre-determined schedules.This is because each car-pod navigates the transit system as needed. Inaddition, the vehicle conveyance apparatus can exit the transit tracksand move to storage silos where the vehicle conveyance apparatus stackvertically one on top of the other. The vehicle conveyance apparatusstacking further minimizes environmental impact on surrounding areas andeliminates the need to secure large amounts of on-line carriage storageof car-pod space. Other on-demand transit systems have been proposed,but no solution has been found to relieve the urban and suburban areastorage space issue. Previous on-demand transit systems require on-linestorage of trains or transit carriages without regard to overall systemimpact, convenience, or cost.

The space saving nature of the PMT system is further illustrated becausethe vehicle conveyance apparatus storage silos can be built as high ordug as deep as needed to service a particular area of the transit systemwhile also keeping the conveyance apparatus close to transit load andunload points. Not requiring large amounts of on-line vehicle conveyanceapparatus storage space also allows for the loading and unloadingstations to be modest in size, because the loading and unloading vehicleconveyance apparatus points need not be greatly larger than the size ofthe transit car-pod being conveyed and track it is loaded onto or offof.

In one embodiment, street drivable public and privately ownedlightweight car-pods are utilized in the PMT. Currently, public masstransit systems are not designed to accommodate drivable car-podsregardless of ownership. Public car-pods would be available at publicparking areas and the like, similar to modern membership-based carsharing systems, which turns any city into a giant parking lot for thetransit system while also allowing for easy pickup and drop-off. Inaddition, drivable car-pods that can be parked any number of placeshelps to alleviate the last mile of transit problem. If a local masstransit system allowed a person to keep their seat once they arrived atthe transit stop, that person could then drive their seat, in the formof a car-pod to their final destination and park it. Thus, the rider'sjourney is over when they say it is over, not before.

In one embodiment, the PMT system is a compact, lightweight, detachable,vehicle conveyance apparatus transportation system to move people andcommerce autonomously along a network of elevated tracks. The PMT systemis an on-demand high efficiency transit system allowing riders privacyand ease of use while lowering energy use, lessening environmentalimpact and easing congested freeways.

Further aspects of the invention will become apparent from considerationof the drawings and the ensuing description of preferred embodiments ofthe invention. A person skilled in the art will realize that otherembodiments of the invention are possible and that the details of theinvention can be modified in a number of respects, all without departingfrom the inventive concept. Thus, the following drawings and descriptionare to be regarded as illustrative in nature and not restrictive.

BRIEF DESCRIPTION OF THE DRAWINGS

The present invention is illustrated by way of example and not limitedto the figures of the accompanying drawings in which like referencesindicate similar elements.

FIGS. 1A-B are illustrations of embodiments of a lightweight electrictwo person, two wheeled vehicle car-pod.

FIG. 2 is an illustration of one embodiment of a transit system vehicleconveyance apparatus.

FIG. 3 is an illustration of a side view of one embodiment of alightweight car-pod with a vehicle conveyance apparatus in a couplingposition.

FIG. 4 is an illustration of a side view of one embodiment of alightweight car-pod with a vehicle conveyance apparatus coupled andsuspended from elevated monorail track.

FIG. 5 is an illustration of a side view cutaway of one embodiment of avehicle conveyance apparatus.

FIG. 6 is an illustration of a front view cutaway of one embodiment of avehicle conveyance apparatus.

FIG. 7 is an illustration of a front view of one embodiment of a two-waytrack support system with weather shroud and solar collectors attached.

FIG. 8 is an illustration of a side view of one embodiment of a two-waytrack support system with partial cutaway of weather shroud and solarcollectors attached.

FIG. 9 is an illustration of a side view of one embodiment of a vehicleconveyance apparatus coupled of a lightweight car-pod with wheels in“fly-mode position” being conveyed on one embodiment of an elevatedmonorail track.

FIG. 10 is an illustration of a top view of one embodiment of a transitstation that includes loading and unloading ramps, vehicle chargingstalls, and vehicle conveyance apparatus storage.

FIG. 11 is an illustration of a side view cutaway of one embodiment of atransit apparatus storage silo with loading rail track, stacking bars,elevator stacking mechanism, and climate control system.

FIG. 12 is an illustration of a front view cutaway of one embodiment ofa transit apparatus storage silo with stacking bars, elevator stackingmechanism, and climate control system.

FIG. 13 is an illustration of a side view of one embodiment of a transitpod-train with two-way support towers and elevated monorail tracksystem.

FIG. 14 is an illustration of a side view of one embodiment of parkedtransit car-pods with wheel assembly and vehicle chassis instandby-mode.

FIG. 15 is an illustration of front view of one embodiment of alightweight car-pod with a vehicle conveyance apparatus in a couplingposition.

FIG. 16 is an illustration of a front view of one embodiment of alightweight car-pod coupled to a vehicle conveyance apparatus.

FIG. 17 is an illustration of a pick point apparatus used switch acar-pod from one track to another track.

FIG. 18A-C are illustrations of embodiments of a PMT metro-bogie.

FIG. 19A-B are illustrations of embodiments of car-pod structuralsupport beam and car-pod conveyance assembly.

DETAILED DESCRIPTION

A removable transit vehicle conveyance apparatus for transportingvehicles containing people and commerce along a network of trackscreating a transportation system is described. The transportation systemis comprised of a plurality of removable, self-propelled transit vehicleconveyance apparatus and similarly removable, self-propelled transitcar-pods.

Reference in the specification to “one embodiment” or “an embodiment”means that a particular feature, structure, or characteristic describedin connection with the embodiment can be included in at least oneembodiment of the invention. The appearances of the phrase “in oneembodiment” in various places in the specification do not necessarilyall refer to the same embodiment. In the following description andclaims, the terms “coupled” and “connected,” along with theirderivatives, may be used. It should be understood that these terms arenot intended as synonyms for each other. “Coupled” is used to indicatethat two or more elements, which may or may not be in direct physical orelectrical contact with each other, co-operate or interact with eachother. “Connected” is used to indicate the establishment ofcommunication between two or more elements that are coupled with eachother.

In one embodiment, the public mass transit system provides a way to movea lot people at one time in an efficient manner and at the same timeallow each rider to choose his or her own schedule. In addition tochoosing their own schedule, this public mass transit system would alsogive each rider comfort amenities and their own personal space tocommute in. Each rider or small group of riders would have their ownpersonal carriage similar to automobile drivers. The rider would be freeto talk on the phone, catch-up on email, or simply take a nap inprivacy. This public mass transit system would also provide a way forpassengers to get to and from the transit hub without having to walk toofar or take some other form of mass transit. By giving people their ownspace on their own schedule and the ability to get to and from a transithub, public mass transit would be more attractive to more people, andwould become personalized to each riders schedule and individual need.

The PMT system would also be scalable and adaptable to different typesof mass transit requirements. In one embodiment, smaller private-campusstyle systems would work within the confines of a particular businesscampus or business park where walking distances have become too greatand many workers do not want to ride a bicycle or drive from one localeto another. In addition, the private-campus system would allow fortracks leading to and from larger wide-area public network transitsystems, but restrict movement to those authorized to commute within theprivate-system. In one embodiment, the PMT system would incorporateintra-city tracks used for local urban transportation with additionaltracks that lead to high-speed city-to-city expressways. This PMT systemcan additionally include ultra high-speed maglev or other advancedpropulsion enabled apparatus that would encapsulate the standard localsystem car-pod and load them onto specialized high-speed track networksconnecting cities at greater distances.

In one embodiment, an automated vehicle conveyance via the PMT beginswhen drivers and riders arrive at transit stations (FIG. 10) in car-pods(FIG. 1, item 2). The driver uses an on-board system interface to selecta destination station and is coupled to the vehicle conveyanceapparatus. Each car-pod utilizes a secure locking mechanism to securethe car-pod to the vehicle conveyance apparatus (FIG. 5, item 22). Oncethe car-pod has been securely coupled to the vehicle conveyanceapparatus, the car-pod is loaded onto the elevated track system. Thedriver becomes a passenger as the transit system navigates the coupledcar-pod autonomously to the passenger's chosen destination station. Oncethe desired destination station is reached, the transit system moves thevehicle conveyance apparatus and coupled car-pod to an off-load pointand uncouples the car-pod. The driver takes back control of the car-podand drives to their destination.

FIG. 1 is an illustration of one embodiment of a two-wheeled vehiclecar-pod capable of transporting people in side-view. In FIG. 1, thecar-pod embodiment (item 2) can share many of the basic automobiledesign approaches found on other electric two-seater vehicles. Forexample and in one embodiment, the car-pod includes a chassis, an outerbody, a locomotive device, energy storage, a braking mechanism, asteering mechanism, a number of tires, a number of safety features andso on, but the car-pod can have other technical elements and abilitiesnot seen on standard street designated automobiles or pods. In oneembodiment, the car-pod would have a number of different modes ofoperation; including, but not limited to: standby-mode, kneeling-mode,street-mode, latch-mode, fly-mode, train-mode, pick-mode, manualfly-mode, maintenance-mode and silo-mode.

In one embodiment, in standby-mode the car-pod would moves the twovehicle support wheels (item 4) and the location assembly (FIG. 19, item7) on a structural frame member (FIG. 19, item 6) in order to dip partof the car-pod down and the other part of the car-pod up. This movementwould lessen the overall lateral space the car-pod would require whilein standby-mode (FIG. 14). In one embodiment, the car-pod stand-by modecan increase parking density by greater than two times. In oneembodiment, a car-pod in standby-mode can charge an electrical retentiondevice on-board the car-pod using a wireless energy transfer technology(item 60). For example, in one embodiment, a power source is placedbelow a power receiver unit inside the car-pod where power is capturedand retained. If a battery is used to store energy on the car-pod, thebattery is charged while the car-pod is in standby-mode.

In one embodiment, another mode of operation of the car-pod iskneeling-mode. In kneeling-mode the two vehicle support wheels (item 4)moves to a position that stabilizes the vehicle to ease the loading andunloading of passengers. The car-pod doors would open while inkneeling-mode, allowing passengers to enter or exit the car-pod. In oneembodiment, another mode of the car-pod is street-mode. While instreet-mode, the car-pod operates like an ordinary car. In oneembodiment, the required safety features and standard passengeramenities are included in the car-pod and vehicle top speed would bedetermined by specific model types and features. In one embodiment,street-mode allows the driver of the car-pod to navigate roads, streets,priority vehicle lanes or any combination thereof, without the necessityof being loaded onto the transit rail system.

In one embodiment, another mode of the car-pod is latch-mode. In thisembodiment, latch-mode is used to couple the car-pod to a vehicleconveyance apparatus (FIG. 2, item 12) at a transit load-point. Inlatch-mode the car-pod is prepared for automated travel using thevehicle conveyance apparatus. In one embodiment, the car-pod vehiclescan be equipped with a number of safety monitoring devices to ensure thevehicle is safe for automated transit prior to coupling with a vehicleconveyance apparatus. Once the car-pod has been cleared for automatedtravel, the PMT operational control system would take control of thecar-pod, moving the car-pod to the load point where a vehicle conveyanceapparatus would have been dispatched. The PMT operational control systemaligns and securely couples the car-pod and the vehicle conveyanceapparatus. In one embodiment, once secured to the vehicle conveyanceapparatus, the car-pod enters fly-mode, where the car-pod manual drivingcontrols are no longer needed. In the embodiment, the car-pod becomes aprivate cabin suspended below the vehicle conveyance apparatus while thecar-pod is autonomously transported to the passenger's chosendestination station. Local convenience systems on-board the car-podwould be available to the passengers occupying the vehicle while infly-mode, with the possible exception of any included system that mighthinder the safe transport of the car-pod or its contents. Since thepassenger is free from the burden or responsibility of driving they cando as they please. In one embodiment, the car-pod transports one or morepassengers. In one embodiment, Internet connectivity would be providedto all car-pods, which would enable riders to work or play while intransit. In one embodiment, once the car-pod arrives at the destinationstation, the car-pod would re-enter the latch-mode while the car-pod isun-coupled from the vehicle conveyance apparatus. The car-pod wouldre-enter street-mode by returning the standard driving controls to thedriver allowing the car-pod to be driven away from the transit stationand navigate public roads once again.

In one embodiment, many different types of car-pods would be availablefor the personal mass transit system. For example and in one embodiment,the types of car-pods could be lightweight transit vehicles, wheelchairaccessible transit vehicles, ultra-lightweight individual car-pods forheavy payloads (e.g. weight challenged people, etc.). These and othertypes of car-pods can either be personally owned or system owned forpublic on-demand use. In one embodiment, publically accessible car-podswould be part of a larger subscription based mass transit system. Thecar-pods would be parked (FIG. 14) and charged (FIG. 14, item 60)awaiting use in public parking lots and at transit hubs. Because, publicparking lots are situated citywide, the car-pods can be available withina short walk, similar to many other subscription based car-sharingsystems.

In one embodiment, privately owned vehicles would be maintained by theowner and be required to meet the PMT system requirements. In thisembodiment, both publicly and privately maintained car-pods, wouldprovide mass transit without schedules or crowded compartments, becausemovement on the system tracks would be considered on-demand and therunning of scheduled buses and trains would be eliminated, thus, savingenergy and overall system costs.

In one embodiment, as self-driving cars become more refined and adopted,the car-pod would include a driverless-mode that allows the car-pod todrive itself to the transit loading station for coupling to a vehicleconveyance apparatus for transit to a destination station. Afterreaching its destination station, the car-pod would be un-coupled fromthe vehicle conveyance apparatus entering driverless-mode beforenavigating itself wherever the passenger has designated as the finalstop.

In one embodiment, included in the car-pod is a PMT system controlinterface, where this control interface would be used to enter thedesired destination location and specific transit route if desired. ThePMT system control interface would also include a camera, a speaker andmicrophone for occupant interaction and feedback. In one embodiment,this interactive interface would be a multi-function display devicecapable of keeping the occupant of the car-pod apprised of vehiclelocation on transit system, estimated time of arrival, vehicle speed,vehicle mode of operation, billing information, vehicle conformitystatus, apparatus conformity status, vehicle maintenance record, anypertinent updates affecting the PMT transit system, advertisements andother information. In one embodiment, the car-pod can include optionslike inertia dampeners and smart windows.

FIG. 3 is an illustration of one embodiment of the vehicle conveyanceapparatus and car-pod in side-view. The vehicle conveyance apparatus(item 12) is shown suspended from an elevated transit track (item 29)ready to couple with the car-pod (item 2). The car-pod is shown belowthe vehicle conveyance apparatus in latch-mode ready to be coupled. Thecar-pod coupling mechanism (item 52) would be activated and ready toreceive the apparatus coupling mechanism (item 22).

FIG. 4 is an illustration of one embodiment of the conveyance apparatusand car-pod in the coupled position. In FIG. 4, the car-pod has beensecurely locked to the vehicle conveyance apparatus and lifted from theground in preparation for automated transit. The coupled pair wouldtemporarily be considered a single unit as they navigate the transittrack system from embarkation station to disembarkation station. Thevehicle conveyance apparatus and the car-pod use secure couplingmechanism for safe transit. The temporary coupling of the car-pod andthe conveyance apparatus is complete when the locking mechanism,utilizing both electromechanical and visual locking status indicators,is fully engaged. In one embodiment, the coupled car-pod and vehicleconveyance apparatus is then conveyed autonomously along any number ofsecondary, ancillary or loading tracks en route to any number of primaryor express tracks, using track switching mechanisms as well aspick-point loading/unloading mechanisms (item 54). In one embodiment thecar-pod would remain in fly-mode for the duration of automated travelunless an emergency situation arises and manual fly-mode is engaged.Manual fly-mode would allow the occupant of the car-pod to manuallyoperate the vehicle conveyance apparatus to an exit point in the eventof a system malfunction; each car-pod would have, as part of itsinterface, a computing means capable of safely operating the conveyanceapparatus on the transit track in the event of an emergency.

FIG. 5 is an illustration of an embodiment of the vehicle conveyanceapparatus in cutaway side view. In FIG. 5, the vehicle conveyanceapparatus (item 12) comprises support wheels (item 16), drive wheels(item 14), structural chassis members (item 1)braking mechanism (item15), an aerodynamic housing (item 10), primary and backup command andcontrol modules (item 26), a coupling mechanism (item 22), a numberpick-point loading/unloading points (item 54), an auxiliary powercircuit (item 36), a battery supply (item 28), a number of proximitysensors (item 24), transmitting antennas (item 50), and tow-pointattachments (item 58). In one embodiment, the conveyance apparatussupport wheels (item 16) carry the weight of the vehicle conveyanceapparatus as well as the combined weight of the coupled transit vehicleand contents while on the track system. The support wheels are attachedto one or more of the structural chassis members (item 1). Thestructural chassis (item 1) is comprised of structural members providingsupport for the conveyance apparatus, and a coupled transit vehicle orsimilar payload. The vehicle conveyance apparatus drive wheels (item 16)are the primary source of locomotion for typical car-pod conveyance. Inthe embodiment, each drive wheel is connected to a drive motor (item20). The drive wheel propels the conveyance apparatus forward orbackward as commanded by the command and control module (item 26). Whilea separate braking mechanism will be disclosed, it is noted that in oneembodiment, the drive wheel or drive wheels are attached to permanentmagnet motors as the primary source of locomotion for the conveyanceapparatus; allowing for the capture of kinetic energy through the use ofa regenerative braking system during braking. The captured kineticenergy is returned to the transit system or stored in the on-boardbattery of the car-pod through the auxiliary power circuit (item 36) byway of the coupling mechanism (item 22).

In one embodiment, the command and control module (item 26) on-board thevehicle conveyance apparatus comprise the general and specificoperations required to operate the vehicle conveyance apparatus. In oneembodiment, control signals are received from local track nodes (FIG. 7,item 35) and transferred to the vehicle conveyance apparatus commandmodule. The Operations of the vehicle conveyance apparatus include, butare not limited to, latch-mode operations, locking mechanism control,locking mechanism status, vehicle ready status, track loadingoperations, ancillary track navigation, local area track navigation,express route track navigation, pick-point track switching operations,car-pod status, car-pod override status, destination station status,destination route preferences, destination route status, speed control,braking control, proximity status and control, train-mode nestle statusand control, weight sensor command routine, maintenance scheduler,silo-mode stand-by routine, manual override, route authenticationroutine and emergency status and control routines.

In one embodiment, operational status feedback is transmitted to thelocal track nodes (FIG. 7, item 35) for real-time updates of everyvehicle conveyance apparatus and car-pod on the transit network. In thisembodiment, each vehicle conveyance apparatus and car-pod is uniquelyidentified, allowing for individual unit tracking, multiple unitmanagement, and autonomous movement within any part of the track system.In one embodiment, the coupling mechanism (item 22) on the vehicleconveyance apparatus comprises a structural piece with a number oflocking points, where the structural pieces with locking points enablesthe temporary secure coupling of the vehicle conveyance apparatus andthe car-pod. In one embodiment, each coupling point utilizes bothelectromechanical and/or visual indicators to ensure a secure coupling.In one embodiment, the station load points will confirm lock statususing both methods prior to automated conveyance. In one embodiment, thetow-points (item 58) are included as part of the vehicle conveyanceapparatus chassis in the event that the primary and backup command andcontrol modules (item 26) systems have failed. In one embodiment, abraking mechanism (item15) is attached to the support wheels to slow thevehicle conveyance apparatus as commanded by the command and controlmodule.

FIG. 6 is an illustration of one embodiment of the conveyance apparatusviewed from the front in cutaway. In FIG. 6, the apparatus comprisesdrive wheels (item 14), structural chassis members (item 1), anaerodynamic housing (item 10) command and control modules (item 26), acoupling mechanism (item 22) and a number of drive motors (item 20). Inone embodiment, a primary power receiver (item 38) receives transferselectricity from the energized track system wirelessly. In oneembodiment, wireless power transmission technology is used to transferpower wireles sly from inside the transit track itself to receiversinside the conveyance apparatus. Power is distributed within theconveyance apparatus and, if needed, to any auxiliary power needs of thecar-pod. In the event the primary power source becomes interrupted, theauxiliary power source is made available to the conveyance apparatus byway of the auxiliary power circuit (item 36) built in to the couplingmechanism (item 22) that secures the car-pod and the vehicle conveyanceapparatus. In one embodiment, by being able to power the vehicleconveyance apparatus, the auxiliary power circuit can supply electricalservices used by the car-pod while in transit. In one embodiment, eachvehicle conveyance apparatus has redundant command and control systems,redundant telemetric systems, self-diagnostic systems and back-upsystems as well as other systems.

FIG. 7 is an illustration of one embodiment of a two-way PMT tracksupport system in front view. In FIG. 7, the support tower is shown byway of example. In one embodiment, the PMT track support system includeshorizontal supports (item 31), track hangers (item 33), a transit track(item 29), a track stiffener (item 37), a weather shroud (item 25), alayer of solar collectors (item 23), a primary power source (item 27)and a transmitter-receiver communications node (item 35). While in oneembodiment, the track support system, as illustrated, provides supportfor the track hangers, in alternate-embodiments the track supports arenot limited to track towers as shown (e.g. the horizontal extension thatsupports the track hangers can be attached to buildings, bridges,elevated freeways, highways and/or other places). Many variations of thetrack support system will occur to those skilled in the art. The trackhangers support the transit track. Many variations of the track hangerswill occur to those skilled in the art.

In one embodiment, the track stiffener is used to stiffen the tracks andcan also be used to prevent the vehicle conveyance apparatus fromswaying too far in either lateral direction should the car-pod becomeunstable or unbalanced during transit. In one embodiment, the primarysource of power for the vehicle conveyance apparatus resides inside thePMT track. In an alternate embodiment, different variations of wirelesspower can be used that transfer power from one location to anotherwithout physical contact. In one embodiment, wireless transfer of powerremoves the need to have an electric “third rail,” saving build-outcosts and conveyance apparatus maintenance.

In one embodiment, the energized PMT track transfers power to receiversinside the vehicle conveyance apparatus where the power is used tooperate the apparatus and supply power to the auxiliary circuit. In oneembodiment, the elevated PMT track will allow for many types of usage,including, but not limited to, loading ramps, unloading ramps, ancillaryramps, right-of-way tracks, local tracks, holding tracks, expresstracks, high-speed tracks, ultra high-speed tracks, storage silos ramps,maintenance facilities ramps, personal use tracks, scenic tracks, manualcontrol tracks and other types of ramps and tracks. In one embodiment,the track support system includes a weather shroud. The weather shroudis attached to the top of the track stiffener (item 37), and is used toprotect the PMT track from debris or inclement weather. The weathershroud further serves as a mounting place for the included solarcollectors. In one embodiment, the solar collectors are flexible andadhered to the top of the weather shroud in areas accessible tosunlight. In one embodiment, the PMT track system utilizes localtransmitter-receiver nodes as part of a larger array of sensors andtracking methods in order to process and control each vehicle conveyanceapparatus. In one embodiment, these local transmitter-receiver nodes areplaced along the system tracks to transmit and receive command signalsthat are evaluated and authenticated prior to control instructions beinggiven to the individual command and control nodules on-board eachconveyance apparatus. The use of local transmitter-receiver nodes keepscommand response time to a minimum and adds redundancy to the overallcontrol system. In one embodiment, although each localtransmitter-receiver node communicates directly with a narrow-areacomputer control system, each narrow-area computer control system inturn communicates with a wide-area computer control system in order totrack and respond to system demands as well as anticipating future needsof specific areas based on transit patterns. The local, narrow and widearea control systems approach offers a variety of ways to track eachuniquely identified vehicle conveyance apparatus on the system. Forexample in one embodiment, should a single communication node or controlsystem become disabled, the built-in redundancy allows the system tocontinue functioning while the disabled system is repaired. In oneembodiment, in the event of a system wide or area blackout, an emergencystatus is triggered, where each vehicle conveyance apparatus on thetrack network would automatically identify itself to any functionaltransmitter-receiver node and broadcast its destination station. Inaddition, other vehicle conveyance apparatus on the track system wouldaccess its own on-board memory for its originally selected destinationstation and broadcast it as well. In this embodiment, each conveyanceapparatus is capable of triggering local track switches in order tonavigate itself to its chosen destination without aid from an areacomputer system. In one embodiment, in the event all control systemsbecome disabled, the emergency status would switch to a manual mode,giving limited control of the conveyance apparatus to occupants.

The local, narrow, and wide area control systems approach also offers avariety of ways to track system usage and car-pod location whether thosecomponents are on the system tracks or not. In other words, if hundredsof car-pods are on the east side of town near a transit load-point,there should be hundreds of vehicle conveyance apparatus in storagesilos also on the east side of town. In one embodiment, the PMT systemis programmed, within certain tolerances, to provide enough vehicleconveyance apparatus to a general area based on usage history, upcomingreservations, and incoming on-demand requests.

FIG. 8 is an illustration of one embodiment of a two-way PMT tracksupport system disclosed in cutaway side view. In FIG. 8, the PMT tracksupport system is comprised of horizontal supports (item 31), trackhangers (item 33), a transit track (item 29), a weather shroud (item25), a layer of solar collectors (item 23), and a transmitter-receivercommunications node (item 35).

FIG. 9 is an illustration of one embodiment of a vehicle conveyanceapparatus with car-pod in transit in partial cutaway side view. In FIG.9, the vehicle conveyance apparatus (item 12) is shown in fly-mode. Thevehicle conveyance apparatus (12) is illustrated in transit and hangingfrom the PMT track (item 29) and the coupled car-pod (item 2) below. Inone embodiment, the local area use PMT vehicle conveyance apparatusutilizes dual direct-drive motors to convey the apparatus and coupledcar-pod. The coupled pair navigates the PMT track network while thetransmit-receive node (item 35) on the track support system communicatesand tracks each uniquely identified apparatus from load-point station todestination un-load point station. FIG. 9 also shows an embodiment of aweather shroud (item 25) and attached solar collectors (item 23) inpartial cutaway side view.

FIG. 10 is an illustration of one embodiment of a PMT station in topview. In one embodiment, there can be many different types of PMTstations available for transportation, including small transit stations,loading and unloading points, large transit hubs, and others. Whilesmaller transit stations might not be large enough to store the PMTapparatus, storage silos would be located near-by in order to pick-upand drop-off car-pods quickly. In one embodiment, larger stations andtransit hubs would be large enough to store car-pods and/or vehicleconveyance apparatus. In one embodiment, future lightweight vehicles andpods wanting to ride on the PMT system would need to be equipped withsystem compatible secure locking points, system compatible commandinterface, and/or meet system safety and operation requirements. In oneembodiment, each PMT system would have multiple transit stations to loadand unload vehicles from the PMT tracks. In one embodiment, intra-cityconnections as well as tracks to suburban areas and beyond would ensureaccess to different types of riders, commerce and vehicle conveyanceapparatus.

In one embodiment, the PMT station is illustrated with a load/unloadpoint (item 41) where car-pods are loaded and an unloaded point (item42) where the car-pods are unloaded depending on whether the car-pod isdeparting the load point or arriving at the unload point. Manycombinations of load/unload point stations, hubs or single transittracks can be imaged by those skilled in the art allowing for ease oftraffic and system on-demand requirements. In one embodiment, the PMTstation illustrated includes one embodiment of a serpentine tracksection (item 45) intended to store vehicle conveyance apparatus foron-demand requests. In the embodiment, the vehicle conveyance apparatuswould stack behind one another in preparation for coupling with car-podsas they arrive at the station for immediate departure. Also included inthe embodiment shown are car-pod parking/charging stalls (item 43) thatare used in the event that riders arrive at a PMT station without havingpicked-up a car-pod in advance. In the embodiment, the riders would beable to use their transit card or key-fob, like any other car-podpick-up location, and secure a car-pod for immediate loading anddeparture. In one embodiment, a PMT station, whether the PMT station isa simple load-points or complex transit hubs where many tracks androutes would be available to riders, includes a weight scale (item 47)that is placed in front of the load-point to prevent over-weightvehicles from loading onto the track system. Further, automated vehiclecontrol would begin as early as possible to ensure timely coupling ofarriving vehicle car-pods, minimizing the need for large waiting roomsor costly infrastructure.

FIG. 11 is an illustration of, one embodiment of a vehicle conveyanceapparatus storage silo in a cutaway side view. In FIG. 11, the storagesilo (item 30) comprises a track rail or rails (item 29) that leads tothe transit track system where the track rail is a conduit on which eachvehicle conveyance apparatus transverses to and from the storage silo.In one embodiment, the conveyance apparatus stacking bars (item 34) areconnected to an automated elevator stacking mechanism (item 32) allowingfor multiple units to be moved at one time. In the embodiment, eachstacking bar is temporarily aligned with the loading track rail (item29) receive or dispatch a vehicle conveyance apparatus as requested. Inaddition, each stacking bar would further include wireless powertransmission in order to operate the apparatus and charge the batterywhile in the silo. Furthermore, the elevator mechanism either lowers orraises each stacking bar in order to receive or dispatch vehicleconveyance apparatus. A climate control system (item 56) is included tokeep the storage silo at a predetermined temperature and humidity levelin order to provide a constant, predictable climate for the storage ofvehicle conveyance apparatus while waiting demand. In one embodiment,the PMT vehicle conveyance apparatus storage silos can be dug into theearth or built up into a silo above ground depending on systemopportunities or limitations. The climate control system allows eithertype of storage silo to be as space efficient.

FIG. 12 is an illustration of one embodiment of a vehicle conveyanceapparatus storage silo in cutaway front view. In FIG. 12,the storagesilo (item 30) comprises a track rail or rails (item 29) that leads tothe transit track system. In one embodiment, the track rail is theconduit on which each vehicle conveyance apparatus transverses to andfrom the storage silo. In one embodiment, stacking bars (item 34) areconnected to an elevator stacking mechanism (item 32) allowing formultiple units to be moved at one time. In the embodiment, each stackingbar is temporarily aligned with the loading rail track to receive ordispatch a conveyance apparatus as requested. The elevator mechanismeither lowers or raises each stacking bar in order to receive ordispatch vehicle conveyance apparatus. A climate control system (item56) keeps the storage silo at a predetermined temperature and humiditylevel in order to provide a constant, predictable climate for thestorage of vehicle conveyance apparatus while waiting demand.

FIG. 13 is an illustration of one embodiment of a transit vehiclepod-train in side view. In FIG. 13,the PMT vehicle pod-train (item 18)is a plurality car-pods in transit fly-mode going the same direction onthe transit rail (item 29) at the same time. For example, in oneembodiment, the PMT vehicle pod-train can be used during busy commutehours, when express tracks are fully loaded. In this example, the PMTsystem moves multiple apparatus with coupled vehicle car-pods closertogether to create virtual transit trains (FIG. 13), which createstrains with lower wind resistance and increase system efficiency, whilestill allowing each commuter privacy. In one embodiment, the transitvehicle car-pods have the capability to dock with one another while intrain-mode allowing passengers access to one another as if in the samevehicle. In this embodiment, this way, if families or parties of morethan two want to travel together, the transit system would be instructedto position these car-pods in-line with each other.

FIG. 14 is an illustration of one embodiment of parked vehicle car-podsin standby-mode in side view. In one embodiment, PMT vehicle car-pods(item 2) in standby-mode move the vehicle wheel assembly (FIG. 20, item7) within the chassis, while tilting the body of the vehicle upwards inorder to lessen its overall length. The lessening of overall lengthallows for more car-pods to be parked in one place. In one embodimentwith the car-pod in standby-mode, solar power from local solar panels iswirelessly transferred to the vehicle's battery for charging whileparked. This embodiment lessens the need of the transit system for powerfrom the grid and lowers the systems overall environmental impact.

Although some embodiments are shown to include certain features, theapplicants specifically contemplates that any feature disclosed hereinmay be used together or in combination with any other feature on anyembodiment of the invention. It is also contemplated that any featuremay be specifically excluded from any embodiment of the invention.

In one embodiment, the PMT system that allows users to request a car-podat their residence, place of business, or any other predeterminedlocation at a certain time. In one embodiment, the user uses an onlinereservation system to reserve a car-pod. In the embodiment, each car-podwould display or broadcast a reservation code like a beacon for users tomatch prior to presenting their key-fob or transit card for entry. Inone embodiment, the car-pod would use self-guided driving technology anddrive itself to the rendezvous point where the user swipes their transitcard or key-fob, confirming identity, and reservation. In thisembodiment, the PMT system is an automated car valet service arrivingwhen needed and driving away when finished. In one embodiment, the PMTvehicles are optionally reserved or requested using PMT reservationsystem enabled devices, including, but not limited to, computers, PDA's,cell phones, smart phones, curb-side kiosks, transit station kiosks andother reservation devices.

FIG. 15 is an illustration of a partial cutaway front view of oneembodiment of a vehicle conveyance apparatus with a car-pod in loadingposition. In one embodiment, the car-pod (item 2) is aligned with thevehicle conveyance apparatus (item 12), which is suspended from the PMTtransit track (item 29).

FIG. 16 is an illustration of a partial cutaway front view of oneembodiment of a vehicle conveyance apparatus with a coupled car-pod andsuspended from a monorail transit track. In one embodiment, the car-pod(item 2) is coupled to a vehicle conveyance apparatus (item 12) and thevehicle conveyance apparatus (item 12) is suspended from a monorailtransit track (item 29) for automated transportation.

FIG. 17-is an illustration of a plan view of one embodiment of apick-point track switching bogie and track layout. In one embodiment, apick-point bogie (item 71) and a circular track system (item 70) areused to pick a moving vehicle conveyance apparatus (item 12) and itspayload (item 2) from one PMT track (item 29) and move them to anotherPMT track (item 29). In this embodiment, the pick-point track switchingis used so that a single car-pod and/or vehicle conveyance apparatus canbe removed from a number of concurrently moving apparatus withoutslowing them down (or substantially slow them down). The vehicleconveyance apparatus to be removed enters a track switching area, exitsnormal fly-mode, and enters pick-mode. Once in pick-mode, the vehicleconveyance apparatus is ready to be removed from the transit track it iscurrently on. A pick-point bogie that is capable of picking-up themaximum weight allowed on the transit system and also of matching systemspeeds moves down a track section that is parallel to the track thevehicle conveyance apparatus is traveling on. Once the pick-point bogiehas aligned itself with the vehicle conveyance apparatus, a number ofsupport forks are moved into the apparatus chassis picking-up thecombined weight of the vehicle conveyance apparatus and any coupledpayload (e.g. car-pod) while also temporarily disengaging the apparatussupport wheels and drive wheels. Once the weight of the vehicleconveyance apparatus and payload have been lifted and the vehicleconveyance apparatus wheels have been disengaged, the pick-point bogiemoves the now coupled components to the other track. Once the othertrack has been aligned and confirmed the pick-point bogie removes thesupport forks and releases the vehicle conveyance apparatus onto thetrack which re-engages the wheel systems and re-establishes normalfly-mode operation. The transit track support (item 31) is used tosupport the weight of both track systems in the switching area. In oneembodiment, the circular nature of the pick-point track system allowsthe pick-point bogies to perform their task repeatedly within the trackswitching area. For example and in one embodiment, a number ofpick-point bogies would be stationed with the circular track in order topick off a number of vehicle conveyance apparatus simultaneously.

FIG. 19-A is an illustration of a car-pod structural support beam andcar-pod conveyance assembly in side view. In one embodiment, the car-pod(item 2) has a structural support beam (item 6) that is part of thechassis. The car-pod conveyance assembly is housed in a unit (item 7)which enables it to transverse the structural beam, where the beamsallows the support wheels (item 4) to move from a balanced street-modeposition to an elevated position for transit fly-mode an anywhere inbetween.

FIG. 19-B is an illustration of a car-pod structural support beam andcar-pod conveyance assembly in rear view. In one embodiment, the car-pod(item 2) has a structural support beam (item 6) that is part of thechassis. The car-pod conveyance assembly is housed in a unit (item 7),which enables it to transverse the structural beam. In his embodimentallows the support wheels (item 4) to move from a balanced street-modeposition to an elevated position for transit track fly-mode and anywherein between. The support beam also enables the wheels to be moved forparking-mode and loading-mode.

In one embodiment, the PMT system includes a modular car-pod body, whereeach vehicle car-pod has a modular removable body. Designed for systemsor cabins requiring ultra-lightweight vehicle conveyance due to heavierthan standard payloads, this embodiment utilizes vehicle bodies thatseparate from the chassis (where the vehicle's conveyance mechanismusually resides) at the point of coupling, allowing the body and thecontents of the body to be transported independently from the chassis.While in one embodiment dual-drive electric motors are used to propelthe vehicle conveyance apparatus, in alternate embodiments, a differenttype of propulsion is used (e.g., maglev locomotion, other advancedlocomotion technology, etc.).

In one embodiment, standard local car-pods are encased in high-speedtransit bogies utilizing maglev or similar advanced propulsion systemsdesigned to ride on high-speed track systems without the occupantsleaving their car-pod. In this embodiment, the transit bogies awaitcar-pods on a transition track designed to receive car-pods already intransit. Transit bogies would match the speed of incoming car-pods andcatch them with a separate coupling mechanism, where the transit bogiestake over the services and control while transporting the car-pods athigh-speed to the next city . The transit bogie transverses anothertransition track where it releases the car-pod back to a local area PMTtrack system.

FIG. 18-A is an illustration of one embodiment of a PMT metro-bogie inside view. In one embodiment, the city to city PMT metro-bogie (item 61)uses high-speed PMT tracks (item 62) designed to transport people andcommerce from one metro area to another metro area linking major citiesand towns in between. Car-pods (item 2) traversing standard PMT track(item 29) enter a transition track where high-speed PMT tracks (item 62)are supported by track support systems (item 63). The PMT metro-bogiematches the speed of the incoming car-pod in preparation to couple withit. Riders in the car-pod would remain seated while the coupling of thesystems takes place.

FIG. 18-B is an illustration of one embodiment of a PMT metro-bogiecoupled with a car-pod in side view. In one embodiment, the PMTmetro-bogie (item 61) is conveyed using maglev locomotion overhigh-speed maglev tracks (item 62) that are supported by a track supportsystem (item 63). The car-pod (item 2) is coupled to the PMT metro-bogieand removed from the standard PMT tracks (item 29). The PMT metro-bogieoperations similarly to the PMT vehicle conveyance apparatus whileconveying the car-pod over the longer distance. FIG. 19-C is anillustration of one embodiment of a PMT metro-bogie train in side view.In one embodiment, the PMT metro-bogies (item 61) move together while inhigh-speed transit creating virtual PMT metro-bogie trains (item 64) inorder to increase speed and lower energy consumption, when possible, anaerodynamic tail section (item 65) would join the train to ensuremaximum efficiency. The metro-bogie trains separate when needed in orderfor individual car-pods (item 2) to be removed from the train when theyhave reached their destination city.

A number of safety features can be used including, but not limited to,safety grappling hooks that are attached to the car-pod and pointedupwards and slightly in-wards in the event of a catastrophic derailment.In this embodiment the conveyance apparatus and car-pod are equippedwith gravitation sensors that detect if the car-pod is falling from thetrack. In this event, the grappling hooks are shot skyward by a smallexplosive charge with the intent of wrapping around the transit trackand arresting the downward trajectory of the car-pod. In one embodiment,another safety device for a catastrophic derailment utilizes exteriorcar-pod airbags (e.g. large airbags that are built into the exterior ofthe car-pod and deployed similarly to standard automobile airbags in theevent the car-pod is detached from the vehicle conveyance apparatus ortrack system. The same on-board gravitational sensor would deploy theairbags outside the car-pod).

In one embodiment, emergency tow-bots are stationed track-side in theevent a vehicle conveyance apparatus becomes disabled. In thisembodiment, the emergency drone-type tow-bots approach the strandedvehicle, attach itself to the vehicle conveyance apparatus tow-point(FIG. 5, item 58) and tow it to the closest transit station forunloading and repair.

Many variations of the invention will occur to those skilled in the art.Some variations include: multiple-track support designs, stacked trackdesigns, underground tunnel track systems, underwater tube tracksystems, personal use track lines, scenic track routes, joy-riding tracklines (designed to allow riders direct manual-fly-mode control of thevehicle conveyance apparatus), and manual fly-mode (which while ondesignated areas of track) high-speed city to city track systems, aswell as others.

All such variations are intended to be within the scope and spirit ofthe invention.

What is claimed is:
 1. An on-demand personalized mass transit system that conveys a passenger between two transit stations, the system comprising: the two transit stations, wherein at least one of the two transit stations is coupled to a roadway; a transit track coupled between the two transit stations; a car-pod that carries the passenger, the car-pod includes a roadway self-propulsion mechanism enabling the car-pod to independently travel over the roadway; and a vehicle conveyance apparatus that carries the car-pod, the vehicle conveyance apparatus including a transit track self-propulsion mechanism that propels the vehicle conveyance apparatus along the transit track.
 2. The on-demand personalized mass transit system of claim 1, wherein the transit track is a closed system track.
 3. The on-demand personalized mass transit system of claim 2, wherein the transit track is an elevated track.
 4. The on-demand personalized mass transit system of claim 1, wherein the at least one of the two transit stations is selected from the group consisting of an embarkation station and a disembarkation station.
 5. The on-demand personalized mass transit system of claim 1, further comprising: a vehicle conveyance apparatus silo that stores a plurality of vehicle conveyance apparatus.
 6. The on-demand personalized mass transit system of claim 1, wherein the vehicle conveyance apparatus is coupled to another vehicle conveyance apparatus carrying another car-pod, and the vehicle conveyance coupled to the another vehicle conveyance apparatus travel coupled together as a transit vehicle pod-train.
 7. The on-demand personalized mass transit system of claim 1, further comprising: a pick-point switcher that switches the vehicle conveyance apparatus from the transit track to another transit track, wherein the vehicle conveyance apparatus is switched while carrying the car-pod.
 8. A vehicle conveyance apparatus to convey a car-pod carrying a passenger along a transit track between two end stations, the vehicle conveyance apparatus comprising: a chassis; a self-propulsion mechanism, coupled to the chassis, the self-propulsion mechanism configured to independently convey the vehicle conveyance apparatus along the transit track; a car-pod coupling mechanism, coupled to the chassis, the car-pod coupling mechanism to securely couple the car-pod to the vehicle conveyance apparatus, wherein the car-pod is capable to independently travel over a roadway coupled to the transit track; and a transit track coupling mechanism, coupled to the self-propulsion mechanism, the transit track coupling mechanism configured to couple the vehicle conveyance apparatus to the transit track.
 9. The vehicle conveyance apparatus of claim 8, wherein the self-propulsion mechanism comprises: a drive wheel to propel the vehicle conveyance apparatus along the transit track; and a drive motor to power the drive wheel.
 10. The vehicle conveyance apparatus of claim 8, wherein the self-propulsion mechanism is capable to move the vehicle conveyance apparatus forward and backward.
 11. The vehicle conveyance apparatus of claim 8, further comprising: a power receiver to receive power wirelessly from the transit track.
 12. The vehicle conveyance apparatus of claim 8, further comprising: a command and control module to operate the vehicle conveyance apparatus.
 13. The vehicle conveyance apparatus of claim 8, further comprising: a pick-point loading/unloading point, wherein the pick-point loading/unloading point is used by a pick-point switcher to transfer the vehicle conveyance apparatus to another transit track.
 14. The vehicle conveyance apparatus of claim 8, further comprising: a support wheel, coupled to the chassis, to carry a weight of the vehicle conveyance apparatus.
 15. The vehicle conveyance apparatus of claim 14, wherein the support wheel further carries a weight of the carried car-pod.
 16. A car-pod to carry a passenger between a beginning destination to an ending destination, the car-pod comprising: a chassis; a vehicle conveyance coupling mechanism, coupled to the chassis, the vehicle conveyance coupling mechanism to securely couple the car-pod to a vehicle conveyance apparatus, wherein the coupled car-pod conveys along a transit track propelled by the vehicle conveyance apparatus; and a self-propulsion mechanism, coupled to the chassis, the self-propulsion mechanism to independently propel the car-pod along a roadway if the car-pod is uncoupled from the vehicle conveyance apparatus. 